Steering apparatus



. E. E. WINKLEY.

STEERING APPARATUS.

APPLICATION FILED DEC-27. 5-

1,330, 11 8. Patented l eb.10,1920.

6 SHEETS-SHEET I.

E. E. WINKLEY.

STEERING APPARATUS.

APPUCATION FILED 050.27.1915.

/ V97 i fl flog?! 4 E. E. WINKLEY.

STEERING APPARATUS.

APPLICATION FILED 0502151915.

1 ,33@,% 1 3, Patented Feb. 10, 1920.

'6 SHEETS-SHiEI 3.

E. E. WINKLEY,

STEERING APPARATUS. APPLICATION FILED 050.27, 1935- 1,830,,18. Patented Feb. 10,1920.

6 SHEETS-SHEET 4- E. E. WINKLEYH STEERING APPARATUS.

' APPLICATION FILED DEC. 27,1915- 1,330A118.

21 2o 19 1s 17 I6 15 -6 SHEETS-SHEEI 5- 35 4 l5 Z6 27 28296 3! 52 38 34 55 36 37 3E Patented Feb. 10,1920.

E. E. WINKLEY.

STEERING APPARATUS.

APPLICATION FILED DEILZ]. I915- 6 SHEETS-SHEET 6.

Patented Feb. 10,1920.

,55' p II he; upon deviation therefrom.

a sterner ras r ento;

ERASTUS E. WINKLEY, or LYniv, MASSACHUSETTS.

STEERING APPARATUS.

specification of Letters Patent.

Patented Feb. 10, 1920.

Application filed December 27, 1915. Serial No. 68,853.

and useful Improvements in Steering Ap- 'paratus; and I do hereby declare the following to be a-full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to an improvement in steering apparatus.

One object of the invention is to produce an improved steering apparatus having provision whereby a predetermined course consisting of one or more legs may be laid out for the dirigible moving object, such as a vessel, torpedo, flying machine or the like, to which the apparatus may be applied, and when the object has completed one leg of the predetermined course, it will be automatically headed on the next leg. A further object of the invention is to produce a steering apparatus having improved and simplified means for automatically restoring the moving object to the direction in which it was proceeding upon a deviation therefrom.

To the accomplishment of these objects, one feature of the invention consists in an improved course-setting mechanism whereby any predetermined course consisting of one or more legs may be laid out for the moving object. Related to this feature of the invention is the feature for detecting the amount the moving object deviates from the direction the object should proceed in. The means for detecting the amount of deviation from its given direction in the present in-- vention depends upon the principle of the magnetic needle, that is, upon something which will'maii'itain a constant direction irrespective of the movements of the object on which it is placed. It is obvious. of course, that instead of a magnetic needle a gyroscope or a selenium cell .may be employed in connection witlrthc mechanism for detecting the deviation of the object from its given course. Controlled by these mechanisms isthe guiding device actuating means which operates first, to direct the ob ject in whatever direction it is desired it should proceed, and second, to restore the object to the course in which it was proceed- Other features of the present invention consist in certain novel mechanical devices,

and in certain novel arrangements and -com binations of parts, the advantages of which will be apparent to those skilled in the art. The principle and mode of operationsof" the invention will be understood from the followingdescription taken in conjunction with an inspection of the accompanying drawings of the preferred form of :the invention, in which Figure 1 is a plan of the improved steering apparatus; Figs. 2, 3f

and/l. are sectional elevations taken on the lines 22, 3'3, and 4.-4 respectively, of Fig. 1; Fig. 5 is an enlarged plan of the mechanism with its associated parts, for de tecting the amount the vessel dr-"iates from its given course; Fig. 6 is an on: :ged plan, partly in section, of one of the locking devices; Fig. 7 is a detail of part of the mechanism for actuating the stopping device; Figs. 8 and 9 are enlarged side elevations, partly in section, of part of the apparatus shown in Fig. 1; Fig. 10 is the layout of a predetern'iined course; Fig. ll is the layout of the course-setting wheel showing. the relative sizes of the course pins used in heading the vessel in the direction of the legs of the predetermined course laid out in Fig. 10;

and Fig. 12 shows the relative positions of the gage and gage fecler while the vessel is headed on the predeternnned course laid out in Flg. 10.

Umzrsc-setfing mechanism.

The steering apparatus shown in the illustration ot a specific embodiment of the 1n-' rent-ion comprises means for determining or setting the course of the vessel-or other object. to which the steering apparatus may be applied, whether this course consists of a single leg, or of more than one leg, means for-detecting the amount the vessel or object deviates from the chosen course, means governed as to its operative position by the tWo first named means for controlling the amount oi movement to be imparted to the guiding device or rudder for heading the vessel O11 Ql for restoring the vessel to its chosen course, means for actuating the rudder, and other mechanisms incidental to the operation of the. above-named mechanisms. The word vessel will hereinafter in the descriptive matter be used for designating the movin object, the course of which is governed liy the steering apparatus. The

ios

means for determining or setting the course it is desired the vessel should pursue comprises a course-setting wheel 1(FigS. land 3) removablv mounted on a. shaft 2 journaled in a support 5 rising from a platform l upon which the steering apparatus is supported. The wheel 1 is provided on the lateral edge 5 of its rim 6 with a sericsot holes of uniform depth adapted to receive a series of course-setting pins 7 and S. The heads of these course-setting pins are adapted to be engaged by a course pin fecler S) which constitutes one arm of a threearmed belle-rank; lever fulcrun'ied on a support rising from the platform ft. The lengths of these course-setting pins are determined by the direction in which the vessel is to sail. \Vhen either the shortest pins 7 or the longest pins 8 are engaged by the course pin feeler i), the vessel pursues a course in the same direction, and when other pins intermediate in length between the shortest and the longest pins are in operative position and are engageiil by the course in fecler, the vessel pursues a course differing angularlv from the course the vessed pursues when the shortest orthe longest pins are in operative position, proportionately to the position these intermediate'pins occupy between the heads of the shortest and the longest pins. The course pin feeler 5 is adapted to be brought into contact with and to be disengaged from the course-setting pins at intervals, These intervals may be varied according to the conditions under which the vessel is to sail. The course pin feeling movements are imparted to the feeler 9 by a spring 11. and the movements for diseng pins are imparted by a cam 12 which ergages a cam roll 13 carried by an, arm ll of the bellcranl: lever 10. The cam 12 is mounted on a cam shaft 15 journaled in. supports 16 and 17 rising, from the platform 4. Th cam shaft 15 receives its actuation from the propellcrshaft 18 through a chain of gearing, hereinafter to he more specifically described. The active part of the cam 12 rises and falls abruptly in order to give quick coursepin engaging and disengaging movements to the feeler 9. \Vhcu the feelcr J has engaged one pin a predetermined number of times. the course-setting wheel 1 is turned on the shaft 2 so as to present the head of the next pin for feeling movements by the feeler 5). The course-setting ivheel is rotated by means of a ratchet wheel 20 removahly' mounted on the shaft The ratchet wheel 20 is provided on its periphery with a series of teeth or notches 21 adapted to be engaged by a pawl Motion is communicated to the pawl 22 from the. cam shaft 15, and for this reason pinion gear :24 is mounted on one end, of the cam shaft 15 and meshes ging the feeler 9 from the course with a cam driving gear The gear 25 drives a cam 26, and both are mounted on a stud shaft '27. A peripheral cam surface 28 is cut on one side of the cam 26 and is adapted to be engaged by a cam roll '25) carried on the upper end of a lever 30 fulcrumed on a pin 31 journaled in a support on the platform t. A suitably connected spring holds the roll 29 in engagement with the cam surface :28. One end of pawl link 33 is pivotally connected with the cam roll 2%.) and its other end is pivoted on a pawl supporting pin 34 secured to the upper end of a pawl lever fulcrumed on the shaft Deviation defect/"129' means.

The means for detecting the amount the vessel deviates from the chosen or predetermined course comprises a compass, a device and a gage feeler. The compass is of usual construrtion and comprises a compass card 37 secured to a compass needle freely pivoted in the usual manner in a compass bowl 38 which is supported in an outer gimbal ring 3!) and an inner gimbalring 40. The outer gimbal ring 39 is journaled in supports 41 and 42 rising from the platform, and the inner gimbal ring is journaled in bearings 43 and 44 formed in the outer gimbal ring.

The gage device consists of a spirally formed gage 45 secured to the compass card 37 for movement with the compass needle. The gage of such construction that. when either the point -i(3 or the point 47 thereon is contacted with by the gage feeler, the vessel will pursue a course in the same direction. When the point 46 on the spiralgage is contacted with by the gage feeler, the shortest c urse-setting pins 7 are engaged by the rourse pin feeler 9; and when the point r? on the spiral gage is contacted with by the gage feeler, the longest course-setting pins 8 are engaged. by the feeler 9. The position of the spiral gage device shown in Fig. 1 is arbitrarily chosen for purposes of illustration, it being obvious that the gage device may be so positioned relativelyto the pointson the compass card that when either the point 46 or the point 47 is contacted with by the gage feeler, the vessel will pursue a course either due south, West, or east respectively. The increase in the curve of the spiral gage for each degree is uniform, so that the increase in the curve hetween the point 4-7 and the point 48, angularly removed from the point *7 by 90, isonedourth ot' the distance between the points 47 and 46. So also, the increase of the curve at the points 49 and 50, which are point 47 byest and longest course pins.

1,330,418 I p as The gage feeler 52 is slidingly mounted in the compass gimbals for movement toward and from the gage device. The outer end of the gage feeler 52 is pivotally mounted on the free end of an'arm 53 of a bellcrank lever 54 fulcrum'ed on a bracket 55 projecting laterally from the compass bowl 38.

7 Movement toward the gage device is imparted to the gage feeler52 by a spring 57,

one end of which is connected with the support 42 and the other end of whi ch is con-. nected with the arm 53 of the bellcrank lever 54. Movement from the gage device is imparted to the gage feeler 52 by the engagement of a pawl 58 with one of the teeth 59, I60, 61, 62, or 63, of a rack 64 secured to or made integral with an arm 66 of the bellcrank 54. When the point46 is contacted with by the gage feeler 52, the pawl 58 engages the tooth .63; and when the point 47 is contacted with by the gage feeler, the

- between the teeth of the rack to the increase of the curve pawl 58 engages the tooth 59. The distance 64 corresponds of the spiral gage for every 90, and to one-fourth of the distance between the shortest 30.

Y pivotal'mounting of the compass needle,

'gage'; of and is not necessary to a (llS-"lOSllI'G of and longest course setting pins. The pawl 58 is pivotally mounted .on a lever 68 fulcrumed at 69 011 a support rising from the platform. The lever 68- is actuated by the engagement of a cam 70 mounted on the cam shaft 15, with a cam roll 71 carried by the lever 68. The cam roll 71 travels in a groove in the cam 70 of such form that the period of disengagement of the gage feeler 52 from contact with the/gage 45 is longer than. the period of engagement. The gage feeler 52 has a gage feeling movement corresponding to:

every course pin feeling movement of the course pin feeler 9. During the gage feeling movements of the gage feeler 52, the pawl 58 is held out of engagement with the teeth of the rack 64 by means of a shield 72 to permit the rack to swing past the pawl.

When the gage feeler 52 is i in contact with the spiral gage 45, the compass card is locked. in order to prevent injury to the b the pressure of the gage feeler 52 against thll Since this mechanism forms no part the present invention, it is not illustrated. Its construction and mode'of operation are disclosed and claimed in United States Letters Patent No.-1,200,288, granted to me Ortober 3, 1916.

movement to be imparted tothe gpiding device or rudder for directing the vessel on or restoring the vessel to rts predeterm ned controller rod.

. controller rod 75.

course comprise a rudder controller 74 and a controller rod 75. The rudder controller 7 4 is provided with an arcuate controller rod .feeling face or surfacc76 and is pivoted on time that the course pin feeler 9 and tin; gage feeler 52 perform their feeling functions, the rudder controller 74 is swung on its pivot away from the controller rod; and

for this purpose the controller 74 is connected with an arm Slof the bellerank 10 by means of a link 82 pivoted to the free end of the arm 81 and to the controller 74; at 83. The controller rod is secured to an elongation of a collared sleeve 85 which engages a roll 86 carried by the free end of the arm 66 of the bellcr'ank lever 54. The collar 85 and its elongated part 87 are mounted for sliding movements on an extension of the gimbal trunnion journaled in the bearing 4-2 (Fig. 8). A bearing 88 supports the outer end of the part 87. When the cam 70 actuates the lever 68 to move the gage fcelcr 52 away from the gage 45, the controller rod 7 5 moves to the left toward the compass; and when the spring 57 moves the gage fecl'er 52 toward the gage, the

.troller rod 75, it is immediately thereafter or simultaneously therewith moved to the right, that is, in a direction away from the When the rudder controller swings back again, the course pin feeler 9 engages one of the course-setting pins. If during the time the gage fceler 52 is disengaged from the spiral gage, the vessel does notdcviate from its predetermined course, when the feeler 52 is again in contact with the gage, the'controller rod 75 will be returned to its normal position, the course pin feelcr 9 will contact with. one of the heads of thecoursepins, and the same point on the arcuate surface 76 of the rudder con troller 74 will come into contact with the After the controller 74 has been turned on its pivot by the spring 11, when the spring ll acts to bring the feeler 9 into engagement with acourse pin, a spring 89 acts to move the controller. into contact with the controller rod 75. If during the disengagement of they feeler- 52 from the spiral gage 45 the vessel swings to the right, by the time the controller 7 1 is again returned to its feeling position, the controller rod 75 will have been moved farther 5 to the right away from the compass, and,

consequently, the controller will be positioned to the right of its normal position.

But if, during the disengagement of the feeler from the gage 45 the vessel swings to the left, by .the time the controller 74; is again in feeling position, the rod 75 will occupy a position farther to the left toward the compass and so, the controller will be positioned to the left of its normal position: 'lhe'operative position of the controller rod 75 is governed by the gage feeling position of the gage feeler 5:2; and according to the position of the controller rod 75, the controller Ti governs the direction ofmovement to he imparted to the rudder to restore the vessel to its given course.

Rudder actuating mechanism.

The mechanism for imparting movement to the rudder to turn it in a direction to head the vessel on or to restore the vessel to its given course comprises a rudder actuating cam 90 secured to a jack shaft 91 mounted for sliding and rotative movements in a bearing 93 in a support on the platform. Another jack shaft 92 is mounted for rota tive moven'ients in a support 94. The shaft 92 is geared to the propeller shaft 18 for actuation thereby, and the shaft 91 is rotated by the shaft 02 by a pin and slot connection consisting of a flange 95 secured to the shaft 92 having a slot adapted to receive a pin 96 projecting late ally from a collared sleeve 97 secured to the shaft 91. The left-hand end of the shaft 92 is reduced in diameter and is adapted to project into a bore in the right-hand end of the shaft 91. so that the shaft 91 may slide thereon (Fig: 0). The collared sleeve 80 which engages the roll 77 to which the controller 7stis pivoted, is se- 'cured to one end of the shaft 91; and the construction. of the shaft 91 and the parts carried by 'it is such that when movementin either direction is transmitted to the sleeve '50 80 or to the sleeve 97, the. shaft 91, the cam 90, and both sleeves are moved laterally to the right or left toward or away from the compass according to the direction of the transmitting force. The cam 90 is in the form of a collared sleeve and is provided with two oppositely disposed, inwardly projecting cam surfaces 99 and 100 which are, respectively, adapted to engage a cam roll 101 carried by a lever 102 pivoted at 103 on a support on the platform. hen tne cam 90 occupies the position shown in F ig, 1, the cam surfaces 99 and 100 do not engage the 'cam roll 101 as the cam rotates. This position of the cam-is called its inoperative .5 cno 112d position and is the position it occupies when the vessel is headed on its predetermined. course. \Vhen the cam 90 is at the right of its normal 'positiom-which is the case when the vessel deviates to the right of its course or is to be turned to the left,the cam surface 99 engages the cam roll 101 and turns the lever 102 on its pivot to communicate a clockwise movement to the rudder 104:. And when the cam is to the left of its normal. position,which is the case when the vessel deviates to the left of its course or is to be turned to the right,the cam surface cugages the cam roll 101 and swings the lever 102 to communicate an anti-clockwise movement to the rudder. The 'rudder 101 is shown out of its true position relative to the other parts of the steering mechanism for purposes of illustration. The connections between the rudder actuating level 102 and the rudder comprise a link 105 pivoted to the g5 lever 102 at 100 and to an arm 107 secured to the rudder post.

The rudder 10-1 is turned to the full ex tent of its course directing or course restoring position by a single actuation of the 90 lever 102, and is returned to its normal position in alincment with the course of the vessel by successive increu'ients of return movements. It is obvious that the rudder will not remain to the 'full extent of its course 95 directing or course restoringposition until the vessel has been completely restored to its predetermined course: but immediately the vessel responds to the action of the rudder and its head swings either to the left or to the right, the feeler 52 will engage a point on the spiral gage at a. lesser or greater distance from the center of the gage, so that the mechanism between the gage and the rudder will act to return the rudder to its normal position as soon as the vessel has responded to the action of the rudder. And the rudder will be restored gradually and progressively to its normal position proportionately to the swing of the vessel into the 110 )redetermincd course. i

Locking device for rudder actuating mechamam.

The lever 102 locked against movement at all times, except when the cam surfaces 99 and 100 are brought opposite the cam roll 101 by the rotation of the cam 90, at which time the lever'l02 is unlocked to permit the cam surfaces 99 and 100 to actuate it. The means for locking the lever 102 consists of a locking device 109 (Fig. 6) comprising a casing within which is a. recess adjacent the arcuate surface 110 of the lever 10 This recess consists of two compartments having. converging rear walls 111 and 112, the areaate surface 110 forming the front converging walls of the compartments. Within these compartments are received two locking balls 113 and 11%. When these balls are in normal position, they are spring pressed toward the narrow ends of their respective compartments so that each engages the arouate surface 110 of the lever 102 and the rear walls lllfland 112 respectively. When the balls are in this position, if a force is applied to move the lever 102to the left, viewing Fig. 6, the ball 114 will be jammed between the arcuate surfacellO and the wall 112, thereby holding the lever against movement. So, in like manner, if a force be exerted to move the lever 102 toward the right,

arcuate surface 110 and the wall 111, thereby preventing the lever from moving. A plunger .115 received slidingly within the casing and having a beveled head 116, is dispose midway between the balls. ger 115 is movedagainst the balls, the balls are forced against their springs into the wider ends of their respective compartments,

thereby disengaging them from the arcuate surface 110 to permit freedomof movement to the lever 102. i

The locking device 109 is unlocked at the. proper intervals by means of a cam 117 (Figs. 1 and 3) having a circumferential active part which engages a cam roll 11& carried by one arm of a bellcrank lever 119 fulcrumed in a support on the platform. The other arm of the lever 119 engages a rod 120 mounted for slidin movements in a support 121 and in a brac (et 122 projecting laterally from the locking device 109. An arm 123 secured to the rod 120 is positively connected with the plunger 115 by means of a collar 124 which receives the end thrust of a compression spring 125, the rear end of which takes against a bearing 126 formed in a bracket on the platform. When the lever 102 is to be unlocked, the active portion of the cam 117 engages the cam roll 118 and moves the rod 120 to compress the spring 125 and push the plunger 115 away from the arcuate surface 110 of the lever 102. In its movement away from the arcuate surface 110, the plunger 115 forces the locking balls to move laterally until they'are clear of the arcuate surface 110. When the activepart of the cam 117 is disengaged fro the roll 118, the compression of the spring 125 forces the plunger 115 toward the arcuate surface 110, thereby permitting the bal s 113 and 11 1 to come into position to holl the lever 102 against movement in either direction. As the plunger 115 moves toward the surface 110, the roll 118 is forced against the idle portion of the cam 117 by the movement of the rod 120. The collar 12% pressed against the rear end of the casing which servesas a. stop to prevent the plunger from contacting with the arcuate surface 110.

Sliding movements to the left, toward the compass, are imparted to the jack shaft 91 \Vhen the plun by the spring 89, and to the right, away from the. compass, by a roll 128 which is engaged by the collared sleeve 97. The roll 128 is carried on the end of an arm of a bell crank lever 130 fulcrumed on a support rising, from the platform 1. The lever 130 is actuated by a cam 132 mounted on the cam shaft 151 The cam 132 engages a cam roll 133 carried by an arm" of the lever 130. After thecam 132- has acted tdslide the jack shaft 91, and so the controller 74, to

:the right, thereby permitting a different the ball- 113 will be jammed between the vessel did deviate, and consequently a different portion of the arcuate face of "the controller contacts with the controller rod 75 and the cam is to the left or "right of its normal position, either the cam surface 99 or the cam surface 100 will be ienabled to actuate the lever 102. This locking of the jack shaft 91' occurs just before either the cam surface 99 or 100 moves opposite the roll 101. The means for locking the jack shaft consists of a locking device 135,

similar in all respects to the locking device 109. The locking device 135 is locked and unlocked by a cam 137 mounted on the cam shaft 15. The active part of the cam 137 engages a cam roll 138 carried by a lever 139 fulcrumed on a support rising from the platform. The otherarm of the lever 139 carries a cam roll 140 which is engaged by a collar on the locking device 135- Power application.

from the platform 4, On the cam shaft 15 is a gear 148 which meshes with a gear [49 of equal size mounted on the extension shaft 145. The gear 144 is driven by a pinion gear 151 mounted on a shaft 152 journaled in bearings 153 and 154. The shaft 152 is driven by a worm gear 155 which is engaged by a worm 156 mounted on a shaft 158 journalcd for support in bearings 159 and 160.

The shaft 158 is rotated by a large worm gear 162 driven by a worm 163 secured to the propeller shaft 18. The size and arrangement of the gears between the propeller shaft 18 and the various parts of the steering apparatus are such that the jack shaft ill-92 and the cam shaft 15 are rotated once each thirty seconds (it being assumed that thepropeller shaftmakes 1200 revolutions per minute), so that the feeling movements of the course pin feeler 9, the rudder controller '74, and the gage feeler 52, are performed once every thirty seconds. The size and arrangement of the gears between the cam shaft 15 and the ratchet wheel .20 are such that the ratchet wheel 20 and the course-setting wheel 1 are a tuated through an angle equal to the angular distance be tween the ratchet teeth 21'. once every six minutes, so that each coursc-sctting pin is contacted with by the fccler l) twelve times. If the ln'opellershaft 1% makes lcssthan 1200 revolutions per minute. the parts of the. steering apparatus .actuated thereby will perform their function slower: and if the propeller shaft makes more than 1200 revolutions per minute. the parts of the steering apparatus will perform their functions correspondingly faster. The gears between the various mechanisms coi'nprising the steering apparatus and the propeller shaft may be of any desired size arid may he arranged in any desired manner so that the mechanisms will perform their functions at any predetermined intervals. This method of actuating the parts of the steering apparatus from the propeller shaft possesses an advantage over actuating the steering apparatus by clock-work. If a clock is employed, the mechanisms comprising the steering apparatus will perform their functions at. stated intervals regardless of the speed of the vessel. and, consequently, if the vessel is proceeding at a slower rate than usual it will be headed on the next leg of its course pren'iaturely. The present arrangement automatically prevents such contingency.

Course restoring operation.

The cam 12 at each rotation acts to swing the course. pin feeler 9 clear of the course pins. This clearance movement of the course pin feeler 9 after each feeling movement is sutlicient to permit the feeler to be disengaged from one of the shortest course pins and to engage one of the longest course pins, if need be, on its next feeling movement. Simultaneously with the disengagement of the course pin feelcr 0 from a course pin; the rudder controller 7-l is swung into position preparatory for a fresh fee-ling movement. The clearance swing of the rudder controller is suflicient to permit the controller rod 75 to move to the limit of its rightward move 'ment. Substantially simultaneous with the swing of the rudder controller 7-l on its pivot, the cam surfaces lllJ-and 100 rotate correspondingly beyond the cam roll 101. and the cam 137' acts to unlock the locking device 35. By this time the active part of the cam 13: has engaged the cam roll 133 and swung the lever 130 on its pivot, thereby moving the collar 97 to the right away from the compass and with it the cam 90 and the collar 80. During these movements the cam 70 has acted to disengage the pawl 55 from one of the teeth of the rack (H to permit the gage fceler 5:3 to come into contact with the gage l5. Coincident with the gage feeling movement of the feeler 52. the controller rod T5 comes into operative position as determined by the part of the gage contacted with by the feeler 52. \Yhen the controller rod becomes established in its operative position the active part of the cam 12 rotates clear? of the cam roll 13. thereby permitting the. spring ll. to bring the feeler S) into contact with a course pin. and the rudder controller Tl toward but not into engagement with the controller rod T5; Immediately thereafter. the active part of the cam 11-32 passes the cainf roll 1 33. thereby allowing the spring 89 to; draw the controller H. and the cam 90 to ward the compass until the controller comes into engagement with the end of the controller rod 75. If during the. time that the feeler 5; was in its non-feeling position the vessel did not deviate from its chosen course, the controller rod T5 will be returned to normal position. In this case. the spring 89 will act to return the controller Tl and the cam 90 to their normal positions. Immediately following the return of the controller Tl to its feeling position and after the cam 90 has assumed its return position asdetermined by the controller, the locking device 135 acts to lock the lever 130. The locking of the lever 130 by the locking device 135 holds the cam 90 and the part 91 of the jack shaft against late 'al movement in operative position. During the movements just described, the locking device 109 has held the lever 102 anduthe rudder 104' st:'itionary. Immediately after the camjll'l aiid the shaft 91 have been locked against lateral movement by the locking. device 135. the locking device 109 acts to unlock the lever 102: and simultaneously with the unlocking of-the lever 102 the forward ends of the cam surfaces 99 and 100 are. brmight opposite the cam roll 10]. by the rotation of the cam. J0. The locking of the. shaft 91 a ainst lateral movement locks the controller 44 in its feeling position. 'lhisa'llows the cam To to actuate the pawl 38 to'move the feeler 5; clear of the gage 45 to permitthe vessel to move relatively to the. compass card. .\s the pawl 58 swings the hcllcrank 5+ to free the feeler from the gage 43. itmoves the controller rod 75 to the left out of contact with the controller 74.

the vessel deviates to the rightof' its course, thereby causing the feeler 52 to swing clockwise about the gage lo kwhen the feeler is again free to contact with the gage it will engage it at a point nearer the center of the spiral. This movement of the feeler 52 toward the center of the spiral rema am the direction of the'vessel and the cam 132 clockwise movement to the rudder.

has acted to release the cam roll 133, thereby allowing the spring 89 to draw the controller 7 1 and with it the shaft 91 and cam 90 to the left, the controller 71 and the cam 90 will be held to the right of their normal position. Consequently, when ,the cam surfaces 09 and 100 come opposite the cam roll 101, the cam surface 99 by eiigaging the roll 101 will actuate "the .lever 102 to impart a.

This clockwise movement of'the rudder acts to swing the vessel to the left and restore it to its chosen course. S the head of the. vessel swings to the lef when the feeler 52 is again in non-feeling position, it will swing in an anti-clockwise direction about the gage 45, so that, whe the feeler 52 again contacts with the age it will engage it at a point of greater 'distance from the center of the spiral. As a result, when the controller rod 7 5 is again returned to its operative posit-ion, it is not so far to the right; and when the spring289 is again permitted to move the controller to the left toward the compass, the controller and consequently the cam 90 will also assume a position farther to the left,

thereby bringing the cam surface 100 into engagement with the cam roll 101 to actuate the lever 102 to impart an anti-clockwise movement to the rudder 101. During the time the vessel is being restored to its predetermined course, the fceler 52 constantly engages a. point farther distant from the center of the spiral, until it finally reaches its normal position. These progressive movements of the feeler 52 result, through the mechanisms governed by it, in the rudder being restored to normal position in alineinent with the vessel by successive increments. When the feeler 52 again contacts with the part of the gage correspondino to the course pin determinin the course of the vessel, the controller rod'75 will be in normal position, and so also the controller 71 and the cam 90. At this time the rudder will be in alincment with the course of the vessel.

If the vessel deviates to the left of its course, when the fecler 52 contacts withthe gage 45 on a fresh feeling movement, it will be at a point at a greater distance from the center of the spiral. This results in the the cam surface 100 to engage the cam roll 101 to actuate the lever 102 to impart an anti-clockwise movement to the rudder. As the vessel responds to the restoring movement of the rudder, the feeler 52 at each feeling movement progressively engages the gage 45 at a pointat a lesser distance from the. center of the spiral, so that the controller rod :75 is progressively moved to the rightto its normal position. The progressive movementssof the controller rod to the right result in the cam surface 99 en gaging the cam roll 101 at each rotation of the cam 90 to actuate the lever 102'to impart a clockwise movement to the rudder 104 until it is restored to its normal position in alinement with the vessel.

Resetting mechanism.

If at any time the gage feeler 52 is in contact with the point 46 of the gage 45 and it is desired to lay out a course for the vessel the first leg of which is in the direction north and the next leg of which is to the left of the first leg, means are automatically brought into operation to release the gage feeler from contact with the point 40 of the gage to permit the spring 57 to pull the gage fcclcr into contact with the point 47 so that the longest course pins 7 may he presented to the feeling movements of the course pin feeler. The means for automatically disengaging the feeler 52 from contact with any point on the gage 45 to permit the spring 57 to move the feeler inwardly comprises a cam surface 194 formed on the periphery of the course-setting wheel 1. The cam surface 194 (Fig. 3) is adapted toengagc a cam roll 195 pivoted on the lower end of an arm 196 of aliencrank lever 197 fulcrumed in supports 198 and 199 rising from the platform 4. To

the upper end of the other arm 200 of the lever 197 is pivoted one end of a link 201, the other endof which is pivoted on the free end of the vertically disposed arm 203 of a bellcrank' lever 204. fulcrumed in a support 205. The free, end 200 of a horizontally disposed arm 207of the lever 204: is in' the form of a} rod which is situated under the upturned end 208 of a lever 209 pivotally mounted at. 210 on the arm 66" I of the hcllcrank 54.. The other end 211 of the lever 209 is disposed above theend 212 of a lever 213 pivoted at 21on the arm 53 of the bellcrank 54. The other end 216 of the lever 213 is disposed beneath the gage fccler 52. The above described construction issuch that when the cam surface 19% engages the cam roll 195, and thereby oscillates the bcllcrank lever 197, the link 201 is moved to the left, viewing Fig. 2, thereby oscillating the hellcrank 204 and raising the rod 200. The upward movement of the rod 206 raisw the end 208 of the lever 209. thereby depressing the end 211 of the lever 209. The downward movement of the end 211 depresses the end -212 of the lever 213. thereby raising the end 216 of the lever 21?). The upward movement of the end 216 brings it into engagement with the under surface of the gage feeler 52,'thereby releasing the feel 1' from contact with the gage l5 and permitting the spring 57 to swing the bellcrank 5-1 on its pivot until the feeler is in contact. with the point 47.

-luimmttfc stopping device.

The course pin feeling lever 9 feels for and contacts with each course pin twice a minute for six-minute periods. If during this time or any other predetermined time in which the cour.-"c-setting mechanism is to operate. the vessel does not respond to its rudder. the propelling power of the vessel is automatically shut off. The means for automatically discontinuing the propulsion of the vessel comprises an electric circuit having two terminals. a stationary terminal 165 (Fig. 3). and a vertically movable terminal 166. The stationary terminal 165 is arranged on the outer end of an arm 167 of a bracket 168 secured to the platform 1.

The terminal 165 is disposed above the end 170 of an arm 171 (Fig. 1) of the lever 162. The movable terminal 166 is fixed on the upper end of a rod 172 mounted for vertical sliding movement in cars 173 and 17 c projecting laterally from the bracket 16%. A spring 175, one end of which engages a collar 176"tixed on the rod 172 and the other end of which engages the under side of the upper car 173. tends to depress the movable terminal 166 to keep it out of engagement with the arm 171 and the stationary terminal 165. The movable terminal 166 actuated to move toward the stationary terminal 165 in timed relation with the actuation of the course-setting wheel 1 and this movement takes place just before, the courses'ettiug wheel is turned to present. a new pin to the feeling movements of the feeler 9. If the vessel responds to its rudder and is headed on the course as determined by the cour: pin engaged by the feeler '9 within the siX-miiuite period or other predetermined period, the rudder actuating level 102 will be in normal position and the end 170 of the arm 171 \vill be. immediately under the stationary terminal 165. 'lherefore, when the movable terminal 166 is actuated to move upward, it will contact with the arm 171, the electric circuit will not be closed. and the propelling power of the vessel will not be shut off. The movable terminal is actuated from a cam groove 179 (Fig. 7) formed in one side of the cam 26. The cam groove 179 receives a cam roll 180 pivoted on the free end-of an arm 181 of a bellcrank lever 182 fulcrumed on the pivot 31. Pivoted to the free end of the other arm 183 of the bellcrank lever 182 is a link 181, the other end of which is pivoted to an arm 185 of a "-ell crank lever 18G fulcrumed in supports 187 and 188 rising from the platform The hub of the bellcrank 186 is greatly elongated and lies under the jack shafts 91 and 92. The arm 185 is at one end of the hub of the hellcrank lever 186 (Fig. 9), and at the other end is another arm 190 the outer free end of which is connected with the rod 172 which supports the movable terminal. Vhen the cam roll 180 is in the idle portion of the cam groove 179, the end of the arm 190 rests on the ear 171; but when the active part of the cam groove 17 9 engages the cam roll 180, the arm 190 is actuated to impart an upward movement to the rod 172 and the movable terminal 166. In order to prevent the movable terminal 166 from contact; ing with the stationary terminal 165,-in case the vessel should deviate from its chosen course just before the actuation of the movable terminal,the end 170 of the arm 171 is made wide enough so that, on the occurrence of any usual deviation of the vessel from its course. the end 17.0 of the arm 171 will not be swung, from under the stationary terminal 165. It is obvious that if the vessel deviates an unusual amount, the vessel ought to be stopped, and in this case-the arm 171 will be moved from under the stationary terminal. thereby permitting the movable terminal to strike it and close the circuit to shut off the engine or other motive power of the vessel.

Prm/cfcmm'n crl cow's-e operation.

A plan of a predetermined course laid out for the purpose of illustrating the mode of operation of the steering apparatus of the present invention in heading the vessel successively in different directions is shown in Fig. 10. The divisions of each leg of the course represent the distance that the vessel will travel in six minutes when the propeller shaft is making 1200 revolutions per minute. so that each division corresponds to the length of time, each course p n is presented for feeling movement to the course pin feeler; in other Words, each division corresponds to one course pin. Fig. 11 represents the layout. of the course-setting wheel 1 and the respective positions of pins of various lengths employed in order to direct the vessel on the course as laid out in Fig. 10. In sailing the first leg of the predetermined course, the vessel is headed due north and its distance is such that when the propeller is turning 1200 revolutions per minute, the vessel will reach the end of the leg in twelve minutes. During these twelve minutes. the course pin fceler 9 will have engaged at 30 second intervals the two first course pins of Fig. 11. It is obvious, of

weenie course, that if the propellermake? less or more than 1200 revolutions per mlnute, it will require either a longer or a shorter time for the vessel to reach the end of leg 1; but, inasmuch as the rotation of the coursesetting wheel 1 and the fee-1mg movements of the course pin feeler 9 are directly proportionate to the rate of rotation of the propeller shaft, the turning of course wheel 1 to present a new pin to the feehng movements of the feeler 9 will either be retarded or hastened, so that by the time the vessel reaches the end of leg 1, irrespective of the speed of the vessel, the course-setting wheel will be turned to present pin 3 to the feeling movements of the course pin feeler. As shown in the layout of Fig. 11, the longest course pins are employed to direct the vessel due north; consequently, the gage feeler 52 contacts with the point $7 of the spiral gage, as shown in position 1 of Fig. 12. Now when the vessel reaches the end of the leg 1 and is to be headed in the direction of leg 2, which is northwest, that is, at an angle of 15 to the left of leg l,-15 being i of the total number of degrees,the course pin 3 will be shorter than course pins 1 and 2 by of the distance between the heads of the longest and shortest course pins. After the course-setting wheel 1 has been turned to present pin 3 to the feeling movements of feeler 9, on the next sequential action of the various cams, during which the rudder controller is swung into non-feeling position and thereafter the active part of cam 12 passes the cam roll 13 to permit the spring 11 to pull the feeler 9 into contact with course pin 3, the end of the controllcrrod will be engaged by a point on the arcuate surface of the controller 74 of greater radius than the point contacting the controller rod 75 when the course pins 1 and 2 were engaged 'by the feeler 9. Consequently, the cam 90 will not be returned to its normal inoperative position by the spring 89, but will be held in such position by the locking device 135 that its cam surface 99 will engage the cam roll 101 to oscillate the lever 102 to impart a clockwise movement to the rudder 104. Sufficient movement will be imparted to therudder 101 to head the vessel in the direction of leg 2, and thereafter the rudder will be restored by successive increments of movement to its normal position-in alineinent with the course of the vessel, by the cam surface 100 engaging the cam roll 101 to oscillate the cam actuating lever 102 in the opposite direction to impart an anticlockwise movement to the rudder. After the rudder has been moved to direct the ves sel northwest, as the vessel swings to the left to the direction northwest, the gage feeler 52 is swung in an anti-clockwise direction about the gage 45 until, when the vessel is headed northwest, the gage feeler est course pins.

will contact with the gage, as shown in po sition 2 of Fig. 12. Leg 2 is composed of four divisions; consequently, four course pins are engaged by the course pin feeler 9 while the vessel is sailing on this leg.

Leg 3 lies in the direction north at an angle of 45 to the right of leg 2; consequently, when the vessel has completed le 2, and at the termination of the last sixminute period of the four divisions of leg 2, the next course pin to be presented to the feeling movements of the feeler 9 is one of the longest course pins, that is, one longer than pins 3 to 0 inclusive by g of the distance between the longest and the short- When the rotation of cam 12 permits the spring 11 to draw the feeler 9 against the pin 7, and the active part of cam 132, passes cam roll 133, the spring 89 will act to draw the rudder controller 74 tothe left toward the compass until a point on the arcuate surface of the controller of less radius is in contact with the controller rod 75, so that the controller is drawn farther to the left than the position it occupied when the vessel was sailing leg 2. This movement of the controller to the left results in the engagement of the cam roll 101 by the cam surface 100 and the consequent turning of the rudder 101 in an anticlockwise direction to swing the vessel un-- til it heads due north. When the vessel has been headed north, the gage feeler 52 will have been swung about the spiral gage until it again contacts with the point 17, thereby causing the controller rod '75 to be moved to the right until the'rudder controller/7 1 restores the cam 90 to its normal inoperative position. As the cam 90 is being restored to this position, the cam surface 99 by engaging the cam roll 101 actuates the lever 102 to impart clockwise restoring movements to the rudder 10 1. Leg 3 is composed of four divisions; consequently, four course pins, 7 to 10 inclusive, are used while the vessel is sailing on this leg. Leg '1 lies in the direction northwest, tha at an angle of 15 to the left of leg 3; sensequently, the various parts of the steering apparatus perform the same functions and move through the same distances in swinging tlie vessel from leg 3 to leg; as thev did in swinging the vessel from le 1 to leg 2. Leg 4 being composed of four divisions, four course pins, namely those numbered from 1]. to 14 inclusive, of the same lengths as pins 3 to (hi will be employed to direct and hold the 'i t'ssel on this leg. While the vessel is headed on leg 4, the. gage feeler will engage the gage as shown in position 4. Fig. '12, which is identical with the position occupied 'by the gage feeler while the vessel was sailing leg 2, as shown by position 2.

Leg 5 lies in the direction West, that is. to. the left of leg at at an'angle of 15; ac-

.course pins. six-minute CllVlSlOl'lS, six course pins, namely leg 1 to leg 2. \Vhen the vessel is headed.

in the direction of course 5, the gage feeler 52 will be positioned as shown in position 5 of Fig. 12. The increase of the curve of the spiral at the point where the gage feeler contacts with the gage is of the distance between the points 47 and 46, so that the course pins contacted with by the course pin feele 9 are shorter than the longest Leg 5 being composed of six,

those numbered from 15 20 inclusive, will be employed in holding the vessel on leg 5. I

Leg, 6 lies in the direction south and so is at an angle of 90 to the left of leg 5.

In order to direct the vessel in the direction of leg 6, therefore, it is necessary to employ course pins 21 to 25, which are 11' shorter than those employed in directing the vessel on leg 5, that is, course pins 21 to 25 occupy a position the distance between the longest and shortest course pins. WVhen the vessel is headed in the direction of leg (3, the gage feeler will contact with a point on the gage where the increase of the spiral is the distance between the points 47 and 40, as shown in position (3 of Fig. 12. Since the vessel swung through an angle of 90in passing from leg 5 to leg (3, it was necessary that the gage fceler should also swing through an angle of 90. The movements imparted to the rudder controlling and actuating mechanisms in changing the direction of the vessel from leg 5 to leg 6, are the same as those imparted to them in changing the vessel from leg is to leg 5, except that each part moves through twice the distance. Inasmuch as leg 6 is composed of five, six-minute divisions, five course pins are employed.

The direction of leg 7 differing from the direction of leg 6 by an angle of 45 to the left. and leg 8 differing from leg 7 by an angle of 45 to the left,'in order to direct the vessel in the direction. of leg 7 the course pins employed namely 20 to 30 inclusive, will be 1 shorter than those used in directing the vessel-,on leg 6. And in directing the'vcssel on. leg 8, the course pins, namely those numbered 30 to 33 inclusive, will be A shorter than those used in directing the vessel on leg 7. Leg 7 consisting c tfive, six-minute divisions, five course pins will be contacted with by the course pin feeler while the vessel is sailing on this leg. Leg

The various parts of the Steering 8 consisting of three, six-minute spaces, three course pins will be contacted with by the course pin feeler while-the vessel is sailing on this leg. As the vessel is headed successively in the direction of leg 7 and in the direction of leg 8, the gage feeler 52 will successively contact with the gage, as shown in positions 7 and 8 of Fig. 12.

Leg 9 of the predetermined course is to the left of leg 8 at an angle of 90. Leg 9 lies in the direction north, namely the direction of leg 1.- To change the vessel from leg 8, to leg 9, that is, to swing its head through 90, it is necessary to employ course pins 34: and .35, which are i shorter than the course pins of leg 8. Since in passing from leg 8' to leg 9 the head of the vessel. is swung through 90, the new position ofthe gage feeler .will be 90 removed from the position shown in position 9. The course pin feelcr 9 now engaging the shortest course pins, the gage fecler 52 is in contact with a point on the gage corresponding thereto, namely the point 46, as shown in position 9. Thus, it is apparent that when either the longest or the shortest course pins are contacted with by the course pin fecler, the vessel is headed in the same direction. Leg 9 consisting of two, six-minute spaces, two course pins are used.

Leg 10 being at an angle of 90 to the right of leg 9, it is necessary to use course pins which will cause an anti-clockwise movement tobe imparted to the rudder, that is, the course pins used must be such as to cause the controller rod 75 to be positioned to the right of the position held by it while the vessel was sailing on leg 9, and since the vessel must sv ing through an angle of 90 so that the gage lcclcr will be swung from its position shown in position 9 to the position shown in position 10 of Fig. '12, and at the same time must move inwardly toward the center of the spiral a distance equal to 1 the distance bctwccn the points 40 and 47, the course pins employed in directing the vessel on log 10 must be 36 and 37, that is, 1 longer than the pins cmployed in directing the vcssel on leg 9. For the same reasons, to direct the vessel on leg 11, which lies to the right at an angle of 90 to lcg 10', it is nccessanv to employ pins 38, 39 and 40 which are l longer than course pins 36: and 37. lVhcn the vessel is hcadcd in the direction of log 11, the gage t'celcr 52 will contact with the gage 45 at the point indicated in position 11, which is the same point indicated in position 6 when'thc vcs scl was sailing on log 9. At the end of the six-minute period during which the course pin iccler 9 contacts at its regular intervals with course pin 40, the vessel will have completed its prcdcturnlined course. it, now, it is dcsircd that the vessel should again be headed in the direction north, the coursesetting wheel 1 will be turned to present pin 41, that is, one of'the shortest pins to the feeling movements of the course pin ieeler.

It will be observed that whether the vessel isbeing changed from one leg to another of a predetermined course, or whether the vessel is being restored to its given course upon a deviation therefrom, in the sequenti'a'l'action of the various mechanisms composing the steering apparatus, the course pin feeler 9 is first brought into engagement with the course pin determining the direction in which the vessel is to sail and that, thereafter, the rudder controller is brought into contact with the controller rod.

It is obvious that the invention is not limited to the particular form in which it is shown and described, since it "contemplates embodiment in any form in which the principles herein described may'becarried into operation and falling within the scope of the appended claims.

The nature and scope of the present invention having been indicated and an apparatus embodyingthe several features of the invention in their preferred form having been specifically described, what is claimed 1. A steering apparatus having, in combination, a moving object, a guiding device, a compass, means operatively connected with the compass for directing and holding the object upon a predetermined course consisting of a number of legs, one or more of which lie in a left hand direction and one or more of which lie in a right hand direction from the preceding legs.

2. A steering apparatus having, in combination, a moving object, a guiding device, a compass, a course setting device, and means connected .with the guiding device and the course setting device for heading and holding the object upon a 1n'edetermined course consisting of a number of legs, one or more of which lie in a left hand direction and one or more of which lie in a right hand direction from the preceding legs.

3. A steeringapparatus having, in combination, a moving body, a guiding device, a compass, a course setting device, and means for actuating the guiding device and controlled in its operations by the compass and by the course setting device for changing the direction in which the object is proceeding so that the object will be turned both to the left hand and to the right hand during the progress of the object upon a predetermined course.

4. A steering apparatus having, in combination, a moving body, a guiding device, means upon which a predetermined course consisting of one or more legs may be laid I out, said means comprising a series of course pins of lengths varying proportionately to ;oi' the preceding legs,

tionately to the angular Slit the angular space between the course legs, a course pin feeler arranged to constantly and lntermlttently contact with the course pins, means for moving the pins to present different pins to the course pin feeler, and con nections between the course pin feeder and the guiding device for directing the object as determined by the length of the course pin engaged by the course pin feclcr.

A steering apparatus having, in combination, a moving object, a guiding device, means upon which there may be laid out a predetermined course consisting of one or more legs of which the succeeding legs may be either directed to the right or to the left said 111 ians comprisspaccd apart proporspace between the course legs respectively, and a compass con trolled means fornctuating the guiding device and adapted to be moved through the spaces separating the points, the amount of actuation of the guiding device depending upon the space traversed by the guiding device actuating means.

6. A steering apparatus having, in combination, a moving object, a guiding device, a course setting device upon which a predetel-mined course for the moving object may be laid out comprising course pins of lengths corresponding to the directions in which the object is to be headed, a course pin feeler, means connected with the course pin feelcr and with the guiding device for actuating the latter to head the object in the same direction. when the course pinfeeler engages either the shortest or longest course pins.

I. steering apparatus having, lIl combination, a moving ob cct, a guiding device, a course-setting wheel, course-setting pins of lengths correspondil'ig to the direction in which the object is to move, a course pin feeler, 'and connections between the course pin feeler and the guiding device for turning the guiding device to head the object in the direction as determined by the course pin with which the course pin feeler is in engagement. 8. A moving object having, in combinat1on, acompass, a guiding device, and a steering apparatus comprising a series of course pins of lengths corresponding respectively to the directions in which the object is to be headed, a course pin teeler. and means controlled thereby and adapted to be brought into operative connection with the compass for actuating the guiding device to head the object in the direction as determined by the course pin with which the course pin fceler is in engagement.

9. A moving object having, in combination, a guiding device, and a steering apparatus for actuating the guiding device comprising a series of course setting pins of ing a series of points lengths corresponding respectively to the directions in which the object is to be headed, a course pin feeler arranged to intermittently move into and out of contact with the course pins, and connections between the course pin feelcr and the guiding device.

10. A steering apparatus having, in combination, a moving object, a guiding device, a compass, a spiral gage connected with the compass having points corresponding to the points of the compass, a gage feeler adapted to contact with different points on the gage according to the various directions respectively in which the object is headed, and means controlled by the gage fecler for actuating the guiding device for restoring the object to the direction in which it was headed upon a deviation therefrom.

11. A steering apparatus having, in combination, a moving object, a guiding device, a compass, a spiral gage on the compass having points corresponding to the points of the compass, a course setting device comprising a series of pins of lengths proportionate respectively to the radial distance the points on the spiral gage are from the center of the compass, a gage teelcr for contacting with the gage, a course pin feeler. and means controlled by the gage t'celer and by the course pin feeler tor actuating the guiding device.

12. A steering apparatus havin in combination, a moving object, a compass, a guiding device, a course setting device, means operatively connected with the course setting device, and with the compass for actuating the guiding device to? head the object ina given direction for a predetermincd length of time and for automatically head ing the object in new directions both to the left hand and to the right hand of the given direction while the object is proceeding upon a predetermined course.

13. A moving object having, in combination, a compass, a guiding device, and a steering apparatus comprising, av coursesetting wheel, course pins mounted thereon of lengths corresponding to the direction in which the object is to be headed. a course pin feelcr, and means controlled thereby 'lor actuating the guiding device to head the object in the direction as determined by the course pin with which the course pin i'eeler is in engagement.

14. A steering apparatus having, in com- 1 bination, a moving object, a guiding device.

a compass, means for directing the object on a prcdctcrmincd course of one or more legs, a spiral gage connected with the compass, a gage icelcr. means for actuating the guiding device, and means governed as to ils operative position by the point on the spiral gage contacted with by the gage fcelcr for controlling the amount of movement to be imparted to the guiding device by its actuating means for restoring the object to its predetermined course upon a deviation therefrom.

15. A steering apparatus having, in combination, a moving object, a guiding device, a compass, a course-setting wheel having 1c. A. steering appa 'atus having, in combination, a moving object, a guiding device, av compass, means for setting the object on a predetermined course of one or more legs, means for actuating the guiding. device, means for controlling the amount of movement imparted to the guiding device by its actuating means, and means for detecting the amount the object deviates from its pre determined course comprising a spiral gage connected with the compass, a gage feeler, and a controller rod.

17. A steering apparatus having, in combination, a moving object. a guiding device,

a compass, means for setting the object .on a prcdetcrmiiual course of one or more legs comprising. a course-setting wheel having course-setting pins of lengths corresponding to the direction in which the object is to be headed. a course pin feclcr, means for detecting the amount the object deviates from its predetermined course comprising, a spiral gage connected with the compass, a gage fcclcr, and a controller rod governed as to its operative position by the point on the spiral gage contacted with by the gage t'celer. means for actuating the guiding device. and means for controlling the amount of movement to be imparted to the guiding device by its actuating meanscomprising a rudder controller connected with the course pinifeelcr and adapted to be brought into engagement with the controller rod.

19. A steering apparatus having, in combination, a moving object, means for pro-. polling the object. a guiding device, means for directing the object on a predetermined course of one or more legs means controlled by the course-setting means for actuating the guiding device to direct the object on the leg of the course as determined by the course-setting means, and a stopping device for discontinuing the propelling means if, a itcr the lapse of a predetermined time, the moving object has not responded to its guiding device.

19. A steering apparatus having, in combination, a moving ohject, a'guiding device,

a compass, a; spiral gage on the compass having points corresponding to'the points 1 direction when the gage feeler contacts with the points on the gage. at the greatest and least radial distance from the center of the compass, and means for moving the gage feeler from contact with the outermost point on the gage into contact with the innermost point thereon."

21. A steering apparatus having, in commeans for directing the object upon a predetermined course consisting of one or more legs comprising, a course-setting Wheel and course pins of lengths corresponding to the directions in which the object is to niove on its predetermined course, means for detecting the amount the object deviatesfrom its predetermined course comprising, a compass, a spiral gage on the compass, and a gage feeler, the spiral gage and gage feeler being constructed and arranged so that, when the longest course pins are in operative position, the inner most point on the spiral gage is engaged by the gage ,feeler, and when the shortest course pins are in operative position, the outermost point on the spiral gage is contacted with by the gage feeler, and means for disengaging the gage feeler from contact with the outermost point on the spiral gage to permit it to be brought into engage-v ment with the innermost point thereon.

ERAST US. E, WIN KLEY. 

